Tripping cut-off.



No. 657,2!0. Patented Sept. 4, won. w. F. BRADBURY & n. E. WASHINGTON.

TRIPPING GUT-OFF. (Application filed "Oct. 2, 1889.) (No Model.) 2Sheais8hp0'l l.

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Nu. 657,2!0. Patented Sept. 4, I900.

W F. BBADBURY & D. E. WASHINGTON.

TRIPPING CUT-OFF.

(Application filed Oct. 2, 1899.) (No Model.) 2 Sheets$heet 2,

WITNESSES PAY VEN 70/?6 6 p 89377; W Gym/ ATTORNEY "ATES.

PATENT ()FFICE.

WILLIAM F. BRADBURY, OF KANSAS CITY, KANSAS, AND DIXON E. WASHINGTON, OFKANSAS CITY, MISSOURI.

TRIPPING SPECIFICATION forming part of Letters Patent No. 657,210, datedSeptember 4, 1900.

Application filed October 2, 1899.

T0 aZZ whom, it may concern:

Be it known that we, WILLIAM F. BRAD- BURY, of Kansas City, in thecounty of Wyan dotte, in the State of Kansas, and DIXON E. WASHINGTON,of Kansas City, in the county of Jackson, in the State of Missouri, haveinvented certain new and useful Improvements in Tripping Cut-Offs, ofwhich the following is a full, clear, and exact description, referencebeing had to the accompanying drawings, which form a part of thisspecification. Our invention relates to improvements in trippingcut-oifs, having more especial reference to improvements in our safetydevice for Corliss engines for which Letters Patent of the United Stateswere issued to us on the 5th day of December, 1899, No. 638,621, wherebythe construction is greatly simplified and more accurate adjustment andmore exact control and regulation are obtained. There being some fortyor more different conditions familiar to the competent engineer underwhich the engine is liable to run away, the necessity that a device tomeet these different conditions should provide the most accurateadjustment and most exact control, so that while the device shall not betripped before the determined speed limit is reached it may with thehighest degree of certainty obtainable be relied upon to trip when suchspeed limit is reached, is apparent. Another relation important to beobserved is that in many situations when under any of the differentconditions the speed of the engine is accelerated and a run-away isthreatened it is not desirable that the engine be shut down completely.As in a mill or elevator, if the engine be suddenly shut down completelythe grain will choke and clog up the chutes and machinery, requiring alarge outlay of time and labor to empty the chutes and clear themachinery before operations can be resumed. In such case if one valve ofthe engine can be cut out, the remaining valve having its cut-off set toa higher speed limit carrying the load until the danger is past, or ifthe danger still threatens under continued acceleration of speed, thesecond valve being cut out at such higher speed limit, the ru n-away,with its disasters, may be averted without a complete shut-clown, withSerial No. 732,324. (No model.)

the labor and inconvenience incident thereto, while at the same time thedanger from persistent acceleration of speed is provided against.

To accomplish the objects above indicated, our invention consists incertain features of novelty hereinafter described,and pointed out in theclaims.

Figure 1 represents a side elevation of a Corliss engine provided withour improved tripping cut-off. Fig. 2 represents a detail end elevationof the valve mechanism. Fig. 3 represents a cross-section of ourtripping cutoff on the irregular line X X of Fig. 4. Fig. 4 represents across-section on the line X X of Fig. 3.

Similar numerals refer to similar parts throughout the several views.

1 represents the valve-stem of the crankend valve, and 2 represents thevalve-stem of the head end valve. 3 represents the valve-stem crank, onwhich are mounted the hook-pin 4 and dash-pot rod 5. 6 represents theknock-off crank provided with the knock-off clip 7 8 represents thebell-crank arm connected by the steam-rod 9 With the wrist-plate 10. Ibell-crank is mounted the crab-claw 12, of which the steam-hook isrepresented by 13 and the trip-arm by 14. In relation to these partscommon to Corliss engines having a tripping valve-gear our presentdevice, as in the device of our former patent, No. 638,621, consists ofa block 15, mounted by means of bolts through the flanges 16 upon thesleeve of the bell-crank, so that the block is given an oscillatingmovement corresponding to the oscillations of the bell-crank. In saidblock. is journaled a shaft 17, the outer end of which passes through anopening 18 in the crab-claw arm of the bell-crank. Beyond said crank aportion (substantially half) of the shaft is removed, providing a flatface 19 on the diameter of the shaft, arranged closely adjacent to theface of the trip-arm 14 when the steam-hook is in engagement with thehook-pin 4. On said shaft 17 is fixedly mounted an arm 20, on which armis adjustably mounted a weight 2]., the preferable construction being tothread the weight upon the arm in the form of a lock-nut in two On theother arm 11 of the parts, so that when the weight-isadjusted t0 thedesired point it may be there locked and secured against accidentaldisplacement.

So far the construction is substantially the same as in our formerpatent, the relation of the weight to the shaft being such that when theweight is in elevated position the fiat face of the shaft is in linewith the face of the trip-arm 14, as shown in heavy lines in Fig. 2. Toretain the shaft and weight in the position designated against theoscillating momentum of the weightimparted to it by virtue of itslocation upon the sleeve of the bell-crank, in our present constructionis provided a horse-shoe-shaped latch-lever 22, pivotally mounted at 23upon the block 15, one arm thereof being provided near its upper andouter extremity with a latch 24 and the other arm extending through therecess 25 in the said block to limit and restrain the movement of thelatch. On the shaft 17 is fixedly mounted a catch-plate 26, and to moresecurely fix the relation of the weight and said catch-plate theweight-arm is connected therewith by passing through an eye secured uponthe plate at 27. Upon said catch-plate is provided a catch 26*, arrangedto engage the latch 24:. To retain the latch in engagement with thecatch against the tangential pull due to the momentum of the weight,there is provided a tension-spring 28, arranged in a recess 28 in theblock 15 and compressed between the collar 29 on the sleeve 30 and thescrewplug 31, threaded into the block, a stem 32 of the screw-plugtelescoping with the sleeve 30 to give stability to the structure, and apin 33, connected with the collar 29, engages a recess in thelatch-lever; so that the expansion of the spring tends to retain thelatch in engagement with the catch. The compression of the spring andthe expansive tension with which it bears against the latch areregulated by the screwplug, and the facility with which the catch may bedisengaged from the latch by the oscillating momentum of the weight iscontrolled by the spring. The point or speed limit at which the catchwill be disengaged from the latch is also further regulated by thelocation of the weight upon the weightarm, as is apparent. With thisarrangement of parts the action of the trip is controlled to a Verygreat nicety, it being possible to so adjust-the correlation of theweight and spring that a half-revolution above normal speed willdisengage the catch. The catch being disengaged, the weight swings onits axis, turning the shaft quarter around, and thereby acting upon thetrip-arm of the crab-claw and throwing the steam-hook out of engagementwith the hook-pin, and thereby preventing the opening of the valve andfurther admission of the steam at that end of the cylinder. It isnecessary of course if the engine is to be shutdown completely by theaction of the trip that a trip be mounted upon each of the valve-gear,so that both the valves may be cut out. Now it is manifest that if thetrip able control of the trip.

excessive speed brought under control, or if not and the speed continuesto increase the second trip will act and the engine be shut down. Thisarrangement and adjustment for the successive operation of the trips isconvenient under any circumstances, and in case the work on the engineis of such character that the sudden shutting down of the engine entailsa large amount of labor before it can be again started, as in mills andelevators, in which thechutes and machinerywill become choked andclogged, necessitating the emptying of the bins with shovels, sucharrangement is manifestly of the utmostimportance,for by cutting out onevalve the speed may be reduced to normal, whilethe load will be carriedby the single remaining valve and the work not interfered with, and atthe same time if the engine shows a continued disposition to run awayand the higher speed limit of the second valve is reached it will thenact and the engine be shut down. The trip being thrown, to restore it bysimply lifting the weight the catch is brought into engagement with thelatch, and the device is in readiness for continued operation. When thetension of the spring is set by adjustment of the screw-plug, the plugmay be locked in position by engagement in the grooves 34 in the plug ofthe pin 35, carried by the springarm 36, mounted upon the block 15, thusproviding against accidental displacement of the plug and change in thetension of the spring and consequent interference with the reli- Forconvenience in observing and retaining the adjustment at the desiredpitch the grooves in the plug may be numbered l, 2, 3, &c., on the faceof the plug, as shown in Fig. 4.

It is apparent that while our tripping cutoff is herein shown anddescribed as applied to the valve-gear of a Corliss engine having theReynolds hook-motion the device may be applied with equally effectiveresults upon any valve-gear in which a releasing-valve motion isemployed with but slight changes purely mechanical in the constructionand arrangement of the parts operating to cut out the valve.

One of the leading features and principal advantages in the constructionand operation of our tripping cut-off worthy of observation is that thedesired and intended action of the trip being effected by the action ofthe weight and the weight being constantly under the influence of theconstant force of gravity and acting independent of any force applied toit by the mechanism to cause it to act, the mechanism operating solelyto restrain the weight and prevent it acting under the influence of suchconstant force, it is apparent that any breakage or disarrangement ofthe parts will simply release the weight and permitthe trip to act andnot interfere with or prevent its action, as in a device in which theoperative action of the trip is produced by the force exerted by themechanism, and thus by its operative action being in obedience to aconstant force independent of and opposed to the force exerted by themechanism the trip is ready at all times and will respond with theutmost reliability under any and all circumstances and conditions.

Having thus fully described our improvements and their mode ofoperation, What We claim as our invention, and desire to secure byLetters Patent, is-- 1. A tripping cut-off consisting of the combinationwith the valve-operating mechanism, of a Weighted trip mounted on thebellcrank. sleeve and arranged to be operated by the momentum impartedby the oscillations of the bell-crank to trip the crab-claw at a certainpredetermined speed limit, a catch connected with said trip, and a latchmounted on the bell-crank sleeve and arranged to engage said catch tocontrol the trip until such speed limit is reached; substantially as setforth.

2. A tripping cut-off consisting of the combination With thevalve-operating mechanism, of a Weighted trip mounted on the bellcranksleeve and arranged to trip the crabclaw, a catch connected with saidtrip, and a spring-controlled latch mounted on the bellcrank sleeve andarranged to engage said catch to control the trip, substantially as setforth.

3. A tripping cut-off consisting of the combination with thevalve-operating mechanism, of a trip mounted on the bell-crank sleeveand arranged to trip the crab-claw, a Weight connected with said trip, acatch-plate provided with a suitable catch connected with the weight,and a latch mounted on the bellcrank sleeve and arranged to engage saidcatch to control the trip, substantially as set forth.

4. A tripping cut-off consisting of the combination with thevalve-operating mechanism, of a trip mounted on the bell-crank sleeveand arranged to trip the crab-claw, a Weight adjustably connected withsaid trip, a catchplate provided with a suitable catch connected withthe Weight, and a spring-controlled latch mounted on the bell-cranksleeve and arranged to engage said catch to control the trip,substantially as set forth.

, 5. A tripping cut-off consisting of the combination with thevalve-operating mechanism, of a block mounted on the bell-crank sleeve,a trip mounted in said block arranged to trip the crab-claw, a Weightconnected with said trip, a catch-plate provided with a suitable catchconnected with the Weight, a latch mounted in said block and arranged toengage said catch, and a spring mounted in said block and arranged tobear on said latch, to control the trip, substantially as set forth.

6. A tripping cut-off consisting of the combination with a recessedblock mounted on the bell-crank sleeve, a Weighted trip mounted in saidblock arranged to trip the crabclaw, and a catch connected with saidtrip, of a Dshaped latch-lever pivotally mounted .on said block, one armof said lever extending through a recess in said block and the other armprovided with a latch arranged to engage said catch, and a springmounted in a recess in said block, and arranged to bear against saidlatch to control the trip, substantially as set forth.

7. A tripping cut-off consisting of the combination With a block mountedon the bellcrank sleeve, a Weighted trip mounted in said block arrangedto trip the crab-claw and a catch connected With said trip, of aspringcontrolled D-shaped latch-lever mounted in said block and providedwith a latch arranged to engage said catch to control the trip,substantially as set forth.

8. In a tripping cut-off a recessed block mounted on the bell-cranksleeve, and a 3- shaped latch-lever mounted in said block, one arm ofsaid lever extending through a recess in said block, and the other armprovided with a latch, substantially as set forth.

9. In a tripping cutoff a recessed block mounted on the bell-cranksleeve, a ID-shaped latch-lever mounted in said block, a seren studmounted in said block, a stem on said stud, a sleeve telescoping withsaid stem, a collar on said sleeve, a pin connected with said collar,and arranged to engage said latchlever, and a spring mounted betweensaid stud and said collar, substantially as set forth.

10. In a tripping cut-off, a recessed block mounted on the bell-cranksleeve, a D-shaped latch-lever mounted in said block, a groovedscrew-stud mounted in said block, a stem on said stud, a sleevetelescoping with said stem, a collar on said sleeve, a pin connectedwith said collar and arranged to engage said latchlever, a springmounted between said stud and said collar, and a spring-actuated pinmounted in the block and arranged to engage the grooves in said stud,substantially as set forth.

11. A tripping cut-off consisting of the combination with thevalve-operating mechanism, of a block mounted on the bell-crank sleeve,a trip mounted in said block arranged to trip the crab-claw, a Weightconnected With said trip, a catch connected with said trip, alatch-lever mounted on said block provided with a latch arranged toengage said catch, a spring mounted in said block and engaging saidlatchlever to control the trip, and means for regulating the tension ofsaid spring, substantially as set forth.

12. Atrippingcut-off consisting of the com bination with thevalve-operating mechanism, of Weighted trips mounted on the bellcranksleeves and arranged to trip the crabtrip the crab-claws atsnccessively-highen claws, catches connected With said trips, speeds,substantially as set forth.

spring-controlledlatch-levers mounted onthe WILLIAM F. BRADBURY.bell-crank sleeves, provided with latches ar- DIXON E. WASHINGTON.ranged to engage said catches, and means for \Vitnesses:

regulating the tension of the latch-springs \VM. SMITH,

whereby said trips are caused to operate to T. I l. RIDDLE.

